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STABILISASI TANAH DENGAN MATERIAL FLY ASH PLTU BENGKULU PADA PEMBANGUNAN JALAN PULAU ENGGANO Mirotus Sakdiah; Redi Andriansah; Dewi Okta Ayuningtyas
Bangunan Vol. 27 No. 2 (2022)
Publisher : Universitas Negeri Malang

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.17977/um071v27i22022p33-54

Tanah ekspansif yang mendominasi daratan Pulau Enggano di Provinsi Bengkulu berpengaruh terhadap pembangunan konstruksi diatasnya. Permukaan ruas jalan yang dibangun diatas tanah ekspansif akan mudah berair di musim hujan dan mengalami keretakan di musim kemarau yang mana kondisi tersebut dapat mempengaruhi kualitas infrastruktur jalan. Alternatif untuk permasalahan tersebut yaitu melakukan stabilisasi tanah dengan mencampurkan bahan kimia Fly Ash dari limbah pembakaran batubara PLTU Kota Bengkulu sebagai pozzolan yang dapat mengikat mineral tanah pada proses pemadatan tanah. Pemanfaatan limbah Fly Ash sebagai bahan stabilisasi juga merupakan salah satu bentuk penanganan lingkungan di sekitar PLTU untuk mengurangi dampak polusi. Penelitian ini bertujuan untuk mengetahui perubahan daya dukung tanah terhadap pencampuran material sustainable berupa Fly Ash sebagai bahan soil stabilizer pada tanah ekspansif guna pembangunan konstruksi jalan di sepanjang Pulau Enggano. Penelitian dilakukan melalui dua tahapan yang dimulai dengan melakukan studi kepustakaan dari jurnal serta penelitian yang relevan tentang pengaruh pencampuran Fly Ash pada tanah ekspansif terhadap daya dukung tanah. Tahap kedua, menganalisis data yang telah diperoleh dengan metode analisis deskriptif. Hasil dari literatur menunjukkan bahwa pengujian peningkatan daya dukung tanah dengan mencampurkan Fly Ash pada tanah ekspansif melalui uji CBR, UCT dan Atterberg Limit dapat meningkatkan daya dukungnya. Dari hasil pengujian tersebut, dapat disimpulkan bahwa pemanfaatan Fly Ash sebagai material stabilisasi dapat meningkatkan daya dukung tanah yang akan memperbaiki kualitas konstruksi pada pembangunan jalan di Pulau Enggano.

IDENTIFIKASI DAN PENANGANAN RISIKO K3 PADA PROYEK JALAN Riza Susanti
Bangunan Vol. 27 No. 2 (2022)
Publisher : Universitas Negeri Malang

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.17977/um071v27i22022p55-68

Proyek jalan sarat dengan risiko, salah satu risiko yang kerap terjadi adalah risiko terkait K3. Tingginya jumlah kecelakaan kerja yang terjadi di lokasi proyek menunjukkan bahwa K3 belum diterapkan secara optimal di proyek, meski sudah ada regulasi yang mengaturnya. Penelitian ini bertujuan untuk mengidentifikasi dan melakukan analisis untuk penanganan risiko K3 khususnya pada proyek jalan. Metode yang digunakan pada penelitian ini adalah deskriptif kuantitatif dengan melakukan identifikasi risiko yang mungkin terjadi pada proyek jalan kemudian mengidentifikasi risiko tersebut untuk mengklasifikasikan terhadap kategori risiko tinggi, moderat atau rendah. Berdasarkan nilai probabilitas dan dampak yang dihasilkan terhadap sasaran proyek yaitu biaya, mutu dan waktu. Berdasarkan hasil identifikasi terdapat 6 (enam) kategori risiko yang kerap terjadi pada proyek jalan yaitu risiko terkait lokasi, risiko jalan akses, risiko galian, risiko timbunan, risiko struktur dan risiko clearing & striping. Jika menilik lebih detail lagi, maka dapat diketahui bahwa kejadian yang memiliki risiko tinggi atau berpotensi sering terjadi dan memiliki dampak besar bagi proyek adalah risiko adanya tabrakan/ tertabrak, risiko longsoran galian dan risiko adanya bekisting yang roboh. Selanjutnya tindakan mitigasi yang sesuai dengan risiko diperlukan untuk mengurangi dampak dan meminimalisir potensi terjadinya risiko tersebut. Output dari penelitian ini dapat digunakan sebagai masukan bagi stakeholder proyek dalam upaya optimalisasi penerapan K3 pada proyek jalan.

PERBANDINGAN DAN PENILAIAN PEMELIHARAAN FASAD CW DAN ACP BANGUNAN GEDUNG TERHADAP PERMEN PUNO.24/PRT/M/2008 Indah Lestari; Dian Ariestadi; Imam Alfianto
Bangunan Vol. 27 No. 1.1 (2022): BANGUNAN EDISI KHUSUS MARET 2022: Pengembangan Material dan Metode Konstruks
Publisher : Universitas Negeri Malang

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.17977/10.17977/um071v27i1.12022p1-11

Façade maintenance is often neglected and seems imprecise due to many factors, one of whichis the location of the facade which is quite difficult to reach. Whereas maintenance on the facade is veryimportant because the facade is the earliest part that is seen from a building and becomes a characteristicof the building, the maintenance applied should not be modest, but must be optimal and heed the relevantregulations. This study reviews by comparing and assessing the maintenance of the facade of the curtainwall material and aluminium composite panel with the Minister of Public Works Regulation No.24/PRT/M/2008. Data collection methods used are interviews and questionnaires and to analyse usingqualitative descriptive methods and percentages. From this method, it is possible to investigate thecomparison of procedures in the field with procedures based on Permen PU No.24/PRT/M/2008 and thelevel of conformity of the procedures under review. Based on the results of the comparative analysis, thetwo procedures have similarities and differences, the procedures in the field as a whole are not inaccordance with the procedures for the Minister of Public Works No. 24/PRT/M/2008, but the proceduresin the field also have their own advantages. Based on the assessment, the level of conformity of theprocedures in the field with the Minister of Public Works No. 24/PRT/M/2008 overall reached 86.64%.Meanwhile, based on the grouping of respondents, the score was 66.17% for group I, 78.95% for group IIand 91.14% for group III. The overall results stated that the maintenance carried out was not fully inaccordance with the regulations, but the results obtained showed good results, where the percentageobtained was more than 50%, this indicates that more than half of the maintenance was carried out byheeding the regulations

THE EFFECT OF USING HIGH VOLUME FLYASH (HVFA) ON THE PROPERTIES OF FRESH MORTAR Tantri Raras Morowati; Puput Risdanareni
Bangunan Vol. 27 No. 1.1 (2022): BANGUNAN EDISI KHUSUS MARET 2022: Pengembangan Material dan Metode Konstruks
Publisher : Universitas Negeri Malang

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.17977/10.17977/um071v27i1.12022p60-67

This study aims to understand the effect of using High Volume Fly Ash (HVFA) on theproperties of fresh mortar. Mortar properties such as cement paste setting time, fresh mortar flow value,and mortar compressive strength were tested in this study. The results showed that the higher the fly ashcontent used in the mixture, the longer the paste setting time occurred. The initial bonding time of thecement paste with the control specimen, fly ash content of 0, 50 and 75% occurred at the 131st minute,17.5th minute, 15th minute and 28th minute, respectively. The final binding time of the control samplecement paste, fly ash content of 0, 50 and 75% occurred in the 210th minute, 50th minute, 70th minuteand 95th minute, respectively. The results showed that the use of High-Volume Fly Ash (HVFA) couldincrease the workability of fresh mortar. This is evidenced by the use of fly ash 50% causes an increase inflow value as much as 20.5% and the use of fly ash 75% causes an increase in flow value as much as42.7%. Research proves that the higher the fly ash content used in the mixture, the lower the compressivestrength value produced by the mortar. The results of the compressive strength test of HVFA mortar withcontrol sample specimens, fly ash content of 0, 50 and 75% respectively were 16.6 Mpa, 6.3 Mpa, 5.2Mpa, and 4.5 Mpa

CHARACTERISTICS ANALYSIS OF AC-WC MIXTURE WITH POLYVINYL CHLORIDE (PVC) ADDITIONAL INGREDIENTS ON MARSHALL PARAMETERS Tasya Febriana; Henri Siswanto; Bambang Supriyanto
Bangunan Vol. 27 No. 1.1 (2022): BANGUNAN EDISI KHUSUS MARET 2022: Pengembangan Material dan Metode Konstruks
Publisher : Universitas Negeri Malang

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.17977/10.17977/um071v27i1.12022p13-22

PVC waste management is often a problem, and this happens because PVC is a material thatcannot be decomposed naturally. Therefore, innovation is needed to dispose of large amounts of PVCwaste. One way is to turn the waste into an additive to the asphalt mixture. Adding PVC into asphalt canimprove its performance, namely by increasing its softening point value so that asphalt can resist weatherchanges. This study aims to: (1) Describe the characteristics of the AC-WC mixture without adding PVCin terms of Marshall parameters. (2) describe the characteristics of the AC-WC mixture with the additionof PVC in terms of Marshall parameters. (3) Determine the optimum level of PVC added to the AC-WCpavement mixture. (4) Determine the value of residual strength index (IKS) in the AC-WC mixture withthe addition of PVC. PVC material is mixed into the asphalt with variations in the addition of PVC of 0%,2%, 4%, 6%, 8%, and 10% by weight of the asphalt, and then the Marshall test is carried out. Next, theIKS test specimens were made with optimum bitumen and PVC content, and the Marshall test was carriedout. The results of this study showed: (1) The characteristics of the AC-WC mixture without the additionof PVC were that the stability value increased up to 6% and decreased at 6.5% and 7% asphalt content.Meanwhile, the value of flow and VFA has increased. The VIM value decreased, as did the VMA value,which decreased at 5.5% and increased at the next level. (2) The characteristic of the AC-WC mixturewith the addition of PVC is that the stability value increases by adding up to 4% PVC content butdecreases at 6% to 10%. Flow, VIM, and VMA valuesincrease as the PVC content increases, butVFA valuestend to decrease. (3) The optimum level of PVC addition is found at 4.2% by weight ofasphalt. (4) The mixture with the addition of 4.2% PVC has a higher IKS value than the mixture withoutthe addition of PVC. This indicates that the AC-WC mixture with the addition of PVC can have bettertemperature and water resistance compared to the AC-WC mixture without adding additives.

FLEXURAL STRENGTH OF LIP CHANNELS COLD FORMED STEEL BEAM IN BACK-TO-BACK ARRANGEMENT WITH A VARIETY OF LENGTHS Nindyawati Nindyawati; M. Mirza Abdillah Pratama; Husnik Maulidya Tungga Dewi
Bangunan Vol. 27 No. 1.1 (2022): BANGUNAN EDISI KHUSUS MARET 2022: Pengembangan Material dan Metode Konstruks
Publisher : Universitas Negeri Malang

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.17977/10.17977/um071v27i1.12022p23-36

Optimization of cold-formed steel construction materials in the form of merging two individualchannel into built up back-to-back channel. The use of cold-formed steel is increasingly applicable withvarying lengths used. Therefore, it is necessary to research the effect of variations in beam span lengthaffect the flexural strength of cold-formed steel beams arranged back to back. This study aims todetermine the load, deflection, and failure mode of back-to-back C channel beam with variations in beamspan length. The research uses quantitative methods through a laboratory experimental approach. Theresults of the study can be concluded as follows: (1) A load of back-to-back cold-formed steel beams hasdecreased with an increase in the length of the beam span in each variation code test specimen. Thedecrease in load compared to the shortest span length of 90 cm for the lengths of 120, 210, 240 cm are10,90%, 51,12%, and 62,39% respectively. The decrease in actual load is caused by a reduction offlexural rigidity, the presence of stress concentrations at the loading point that prevent the load from beingproperly distributed to the support, and the instability of the back-to-back or open sections, whichincreases as the length of the beam span increase. (2) Deflection of the beam due to transverse loadswhich act on back-to-back cold-formed steel beams increases as the span length increases for eachvariation code test spesimen. The beam deflection compared to the shortest span length of 90 cm for thelengths of 120, 210, and 240 cm increased by 17,26%, 73,11% dan 103,3% respectively. The decrease inbeam stiffness due to increased length of the beam span with a constant spreader beam size, which resultsin increased distance between the loading point and the support, is what causes the rise in verticaldeflection of the beam. The deflection that occurs in each length variation code exceeds the maximumdeflection limit, so it is necessary to take into consideration of the load applied to the back to back coldformed steel beam. (3) The failure modes that occured in the back-to-back cold-formed steel beam in eachvariation of the span length during the flexural test had the same failure, namely flange local buckling,distortional buckling, and lateral torsional buckling. The difference in failure modes among C channels inthe back-to-back beam was observed and there is an interaction of local buckling, distortional, and lateraltorsional buckling failure modes in one of C channel, while the other C channel only experiences lateraltorsional buckling

EXPERIMENTAL STUDY OF FLEXURAL CFS BEAM DOUBLE CHANNEL FACE TO FACE IN LENGTH VARIATIONS Cahyana Alvyonika; Nindyawati Nindyawati; M. Mirza Abdillah Pratama
Bangunan Vol. 27 No. 1.1 (2022): BANGUNAN EDISI KHUSUS MARET 2022: Pengembangan Material dan Metode Konstruks
Publisher : Universitas Negeri Malang

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.17977/10.17977/um071v27i1.12022p37-49

e application of cold formed steel material as a structural element of buildings has begun tobe considered because the material is strong and light. The capacity of single-section cold formed steelcan be increased by combining the sections. There is less research on cold formed steel beams thancolumns. Research on the failure pattern of cold formed steel with variations in length has not been donebefore. This study aims to obtain the value of flexural capacity, deflection at maximum load, and collapsepattern of cold formed steel beams. The research was conducted experimentally on a simple supportedface to face cold formed steel beam (roll-joint) by applying a four-point bending load to obtain failure dueto pure bending. The results of this study indicate, the longer the face to face cold formed steel beam, thesmaller the value of the load capacity that can be held and the greater the deflection value that occurswhen the maximum transverse load is the Double cold formed steel beam arranged face to faceexperiencing instability from the beginning of loading so that the pattern failure that occurs in the form oflateral torsional buckling. Beam instability increases with increasing beam span length. A cold formedsteel beam with a span length of 700 mm has a load capacity of 6.4 kN and a deflection of 14.5 mm. Thefailure pattern that occurs is in the form of lateral torsional buckling with a torque value of 0.74° and alateral deflection of 0.12 mm. Cold formed steel beams with a span length of 1300 mm are capable ofwithstanding a maximum load of 4, 8 kN and deflection at maximum load of 32.37 mm. The beamexperienced a failure pattern in the form of lateral torsional buckling with a rotation of 1.57° and a lateraldeflection of 0.74 mm. The cold formed steel beam with a length of 3900 mm has a rated load capacity of1.7 kN and a deflection of 91.49 mm. The failure pattern that occurs when the maximum load is in theform of torsional buckling of 4.02° and lateral deflection of 2.41 mm. The load capacity of the coldformed steel beam with a span length of 4300 mm is 1.4 kN and the deflection at maximum load is 99.43mm. The beam experienced a lateral torsional buckling failure pattern with a turning angle of 12.56° anda lateral deflection of 4.84 mm. The cold formed steel beam with a length of 3900 mm has a rated loadcapacity of 1.7 kN and a deflection of 91.49 mm. The failure pattern that occurs when the maximum loadis in the form of torsional buckling of 4.02° and lateral deflection of 2.41 mm. The load capacity of thecold formed steel beam with a span length of 4300 mm is 1.4 kN and the deflection at maximum load is99.43 mm. The beam experienced a lateral torsional buckling failure pattern with a turning angle of12.56° and a lateral deflection of 4.84 mm. The cold formed steel beam with a length of 3900 mm has arated load capacity of 1.7 kN and a deflection of 91.49 mm. The failure pattern that occurs when themaximum load is in the form of torsional buckling of 4.02° and lateral deflection of 2.41 mm. The loadcapacity of the cold formed steel beam with a span length of 4300 mm is 1.4 kN and the deflection atmaximum load is 99.43 mm. The beam experienced a lateral torsional buckling failure pattern with aturning angle of 12.56° and a lateral deflection of 4.84 mm

PERFORMANCE OF AC-BC MIXTURE WITH ACRYLONITRILE BUTADIENE STYRENE (ABS) PLASTIC ADDITIONAL ASSESSMENT FROM MARSHALL'S PARAMETERS Rizal Prasetyo; Boedi Rahardjo; Pranoto Pranoto
Bangunan Vol. 27 No. 1.1 (2022): BANGUNAN EDISI KHUSUS MARET 2022: Pengembangan Material dan Metode Konstruks
Publisher : Universitas Negeri Malang

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.17977/10.17977/um071v27i1.12022p50-59

The problem that is often encountered in Indonesia is road damage, especially on roads withheavy traffic volume. On the other hand, Indonesia is a country that is included in the largest producer ofplastic waste in the world. Efforts are needed to reduce plastic waste and to improve the quality andperformance of the pavement layer, then asphalt modification with plastic added materials can be asolution. Therefore, this research uses ABS plastic waste added material to reduce waste. The purpose ofthis research is to describe the characteristics of the constituent materials in the AC-BC mixture with theaddition of ABS, describe the effect of pavement on the AC-BC mixture using ABS added material interms of Marshall parameters, describe the performance Residual Strength Index (IKS) on AC-BC asphaltmixture using ABS added material. The research design includes the stages of material preparation in theform of aggregate, asphalt, filler, ABS added material. Then make the test object using asphalt content of5%, 5.5%, 6%, 6.5%,7%, and the Marshall test is carried out to obtain the Optimum Asphalt Content(KAO). Second, make KAO test objects with ABS at levels of 0%, 1.5%, 3%, 4.5%, and 6% by wetmethod and tested by Marshall to get KABSO (Optimum Acrylonitrile Butadiene Styrene Levels). Then,make the KAO test object with the addition of ABS to get the IKS value by immersing it for 30 minutesand 24 hours. The results obtained made KAO specimens with ABS at levels of 0%, 1.5%, 3%, 4.5%, and6% by wet method and tested by Marshall to get KABSO (Optimum Acrylonitrile Butadiene StyreneLevels). Then, make the KAO test object with the addition of ABS to get the IKS value by immersing itfor 30 minutes and 24 hours. The results obtained made KAO specimens with ABS at levels of 0%, 1.5%,3%, 4.5%, and 6% by wet method and tested by Marshall to get KABSO (Optimum AcrylonitrileButadiene Styrene Levels). Then, make the KAO test object with the addition of ABS to get the IKSvalue by immersing it for 30 minutes and 24 hours. The results obtainedthe constituent materials of ACBC have met the 2018 Bina Marga specifications and obtained an KAO of 6.5%.The addition of ABS inthe asphalt makes the mixture harder, which is indicated by a decrease in the value of penetration andductility and an increase in the softening point of the asphalt. In addition, the addition of ABS in asphaltmakes the flash point value and asphalt burn decrease.Marshall AC-BC performance with ABS obtainedstability values, MQ, and VFA increased, then flow, VIM, and VMA valuesdecreased. Theoptimum ABS content was obtained at 3%, the IKS value in the AC-BC mixture with the addition of ABSobtained the highest IKS value at the addition of 4.5% ABS.

PEMANFAATAN LIMBAH BATA RINGAN SEBAGAI BAHAN PENYUSUN PENGGANTI PADA BETON As'at Pujianto; Restu Faizah; Acep Widiyanto; Tri Ananda Putra; Hakas Prayuda; Fadhila Firdausa
Bangunan Vol. 26 No. 2 (2021)
Publisher : Universitas Negeri Malang

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.17977/um071v26i22021p1-8

Beton merupakan salah satu material konstruksi yang paling banyak digunakan baik di dunia maupun di Indonesia. Bahan penyusun beton yang terdiri dari semen, air, agregat halus dan agregat kasar sangat mudah diperoleh. Pada penelitian ini memanfaatkan limbah bangunan sebagai material recycle yang dapat dimanfaatkan sebagai material penyusun beton. Bata ringan merupakan salah satu material yang digunakan untuk emngisi dinding sebagai komponen non-struktural. Limbah bata ringan yang sudah tidak digunakan dimanfaatkan kembali sebagai bahan tambah penyusun beton. Pada penelitian ini terdiri dari dua pemeriksaan utama yaitu limbah bata ringan sebagai agregat kasar dengan variasi ukuran maksimal agregat yaitu 16 mm, 22,4 mm dan 25 mm. sedangkan pemeriksaan kedua yaitu limbah bata ringan sebagai pengganti semen dengan variasi campuran sebesar 5%, 10% dan 15% dan berat binder. Pengujian sifat beton yang dilakukan terdiri dari slump test dan kuat tekan. Slump test digunakan untuk memeriksa work-ability beton segar sedangkan kuat tekan digunakan untuk memeriksa kapasitas tekan nya. Melalui pene-litian ini diharapkan dapat memanfaatkan limbah konstruksi secara optimal dan dapat digunakan kembali sebagai material penyusun beton. Hasil penelitian menunjukkan bahwa agregat kasar limbah bata ringan dengan variasi ukuran maksimal 16 mm memperoleh kuat tekan tertinggi. Sedangkan pada pemanfaatan limbah bata ringan sebagai material pengganti semen menghasilkan kuat tekan tertinggi dengan variasi 5%.

COMPARISON OF THE STRENGTH OF ASPHALT CONCRETE-WEARING COURSE (AC-WC) REVIEWED TOWARDS THE USE OF PC, FLY ASH AND ZEOLITEAS A FILLER IN MIXTURES Putri Arifin; Bambang Supriyanto; Pranoto
Bangunan Vol. 27 No. 1.1 (2022): BANGUNAN EDISI KHUSUS MARET 2022: Pengembangan Material dan Metode Konstruks
Publisher : Universitas Negeri Malang

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.17977/um071v27i1.12022p68-76

Asphalt Concrete-Wearing Course (AC-WC) is a pavement layer that is in direct contact withthe vehicle's wheels. This layer is the largest in receiving traffic loads that work on the surface of thelayer. Therefore, a mixture is needed to achieve high stability. For this reason, PC, fly ash, and zeolite asa filler are used in the hope of increasing the density of the mixture so as to produce high stability values.This research aims to (1) to describe the characteristics of marshall on a mixture of AC-WC with PC, flyash and zeolite (2) to compare the strength of the AC-WC mixture in terms of the results of the Marshallparameters between PC, fly ash and zeolite. The characteristics and strengths are reviewed by marshallparameters that include stability values, flow, VIM, VMA, and VFA. The plan in this research beginswith a laboratory test which include testing of aggregates, asphalt and filler. Then make the test objectand continue with the Marshall test. The method of data analysis using descriptive quantitative andinferential statistics One Way Anova and the last is draw conclusions. The results showed: (1) as theasphalt content increases, the stability value tends to increase to 6% asphalt content and then decreases to7% asphalt content where the highest average stability value is PC filler of 1299.69 kg, then zeolite fillerof 1252.53 kg, followed by fly ash filler of 1005.68 kg, the flow value tends to increase with increasingasphalt content where the highest average flow value is fly ash filler of 3.89 mm, then zeolite filler of3.59 mm, followed by PC filler of 3.06 mm, the VIM value tends to decrease with increasing asphaltcontent where the highest average VIM value is zeolite filler of 7.07%, then PC filler of 6.21%, followedby fly ash filler of 3.97%, VMA value tends to decrease with increasing asphalt content where the highestaverage VMA value is zeolite filler of 16.38%, then PC filler of 15.69%, followed by fly ash filler of14.04%, the VFA value tends to increase with increasing the asphalt content where the highest averageVFA value is fly ash filler of 72.30%, then PC filler of 61.77%, followed by zeolite filler of 57.30% (2)there is a significant difference in the average value of stability, flow, VMA between filler PC, fly ashand zeolite. The difference for the stability value is found in the fly ash filler with PC, while for flow isPC with fly ash and PC with zeolite, for VMA is fly ash with zeolite. There is no significant difference inthe average VIM and VFA value between PC filler, fly ash and zeolite.

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Mega Septia Sarda Dewi

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syahidah.faninastiti.ft@um.ac.id

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Jl. Semarang No. 5

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Kota malang,

Jawa timur

INDONESIA

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Home Page

OAI Link

Editorial Team

Contact

Reviewer

Google Scholar

Contact Name Mega Septia Sarda Dewi

Contact Email mega.septia.ft@um.ac.id

Phone -

Journal Mail Official syahidah.faninastiti.ft@um.ac.id

Editorial Address Jl. Semarang No. 5

Location Kota malang, Jawa timur INDONESIA

Abstract

Abstract

Abstract

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Contact Name
Mega Septia Sarda Dewi

Contact Email
mega.septia.ft@um.ac.id

Phone
-

Journal Mail Official
syahidah.faninastiti.ft@um.ac.id

Editorial Address
Jl. Semarang No. 5

Location
Kota malang,

Jawa timur

INDONESIA